Road-drag.



'5. PASCAL ROAD DRAGt APPUCMION FILED mlm. z2. 1918.

Patnted Jan. 7,1919.'

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ROADDRAG.

APPLICATION HLED MAR. l2, |918.

Patfmted Jan. 7, 1919.

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JOHN L. PASCAL, OF IEOCAHONTAS, IOWA.

ROAD-DRAG.

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Specification of Letters Patent.

Patented Jan.. *7, 1219.

Application filed March 12, 1918. Serial No. 221,885.

To all whom t may concern:

Be it known that I, JOHN L. PASCAL, a citizen of the United States of America, and resident of Pocahontas, Pocahontas county, Iowa, have invented a new and useful Road-Drag, of which the following is a specification.

The object of this invention is to pro ide an improved construction for road rags.

A further object of this invention is to provide an improved construction for a drag adapted for the treatment of the entire width of a roadway in and during a single passage. y

A further object of this invention is to provide an improved construction for means for leveling and smoothing a traction surface.

A further object of this invention is to provide means for eliminating pockets,

hollows and bumps in a traction surface.

A further object of this invention is to provide an improved construction and arrangement for independent and connectible drag sections.

A further object `of this invention is to provide an improved sectional construction for a road drag. y

A further object of this invention is to provide an improved construction for a Hexible road drag.

A further object of this invention is to provide an improved construction whereby drag sections formed with inclined or obliquely arranged longitudinal membersmay be hinged together on lines parallel with the line of draft.

My invention consists in the construction, arrangement and combination of elements hereinafter set forth, pointed out in my claims and illustrated by the accompanying drawing, in which- Figure 1 is a plan and Fig. 2 a rear elevation of my improved drag. Fig. 3 is a crosssection on the line 3--3, Fig. 4 a crosssec tion on the line 4 4 and Fig. 5 a longitudinal detail section on the line 5-5 of Fig. 1, on an enlarged scale and with the derrick devices omitted.

1n the construction of the device as shown two main drag sections are employed, designated generally by the numerals 10, 11. ach main drag section 10, 11 is formed of angle iron blades or drag members 12, 13, 111, 15, 16, in this instance tive in number,

and said angle iron blades are inclined and converge at their rear end portions toward the median line of the device, which is designed to be substantially in the middle of the crown of a road being worked when in use. In this manner the angle iron blades of `the two main drag sections are oppositely arranged, said main drag sections being on opposite sidesof the median line of the device. The angle iron blades 12, 13, 14, 15, 16 are of varying lengths, the members 13,

111, and 16, the only ones which extend i.

intermediate portions of the blade members 13, 111, said cross bar preferably being substantially parallel with the front and rear cross bars and at right angles to the line of draft. Another intermediate cross bar 21 is employed forwardly of the cross bar 2O and is connected to the rear end of the inner blade member 16 and crosses and is connected to intermediate portions of the blade members 13` 14E, 15, and projects at its outer end laterally beyond the member 13 substantially to a right line intersecting end portions of the front and rear cross members. It will be seen, then, that the blade members 13, 14: are the only ones which extend from front to rear of the machine, that the outermost blade 12 and innermost blade 16 are relatively short, and

` that the blade 15 is of a length between that fined by the front and rear cross members and imaginary lines connecting theirends,

the outside longitudinal members being of shorter length than the intermediate ones so as not to project much if any bevond the outlines of the rectangle deiined. The cross members 17, 19, 20 and 21 preferably are formed of channel bars arranged with their channels directed upwardly. Brace members 22 are provided and are inclined oppositely to "the longitudinal blade members and extend from the forward inner corner Y to the rear outer corner of each main drag section. rlhe braces 22 preferably are of strap metal and pass above and are connected to each of the blades 12, 13, 14,15, 16 and beneath the cross bars 17, 21, 20 and 19, being bent or curved tol pass beneath said crossl members.

VSupplementary drag sections 23, 24 are employed, one outside of each of the main drag'sections and connected thereto as hereinafter described, and said supplement-ary sections are formed each with al long outer angle iron blade 25 and a short inner angle iron blade 26. The blades 25, 26 are inclined at their rear ends inwardly toward the median line of the device andare substantially Y parallel With the blades of the adjacent drag sections. The short blade 26 of each supplemental drag section is in line with thevshort outer blade 12 of the adjacent main section. The forward ends of the blades 25, 26 are connected by a front cross bar 27 and a short cross bar 28 is mounted across and projects at each end somewhat beyond the rear end of the longer blade 25, the supplemental sections being of considerably less width at their rear than at their forward ends. An intermediate cross bar 29 is mounted across an intermediate portion of the longer blade 25 and across and adjacent the rear end of the shorter blade 26, and said intermediate cross bar is substantially in alinement with the intermediate cross bar 21 of the adjacent main drag section. An inclined flat brace 30 connects the inner end of the front cross bar 27 to the outer end of the rear cross bar 28 and crosses and is connected to the blade 26, the intermediate cross bar 29 and the blade 25 in sequence. Hinge members 31, 32, 33 are fixed to inner ends of the cross bars 27,

29 and 28 respectively of the supplemental drag sections and project within outer end portions of the cross bars 17 21 and 19 respectively of the adjacent main drag sections, and are connected pivotally to the latter members by hinge bolts 34. The hinge members 31, 32, 33 preferably are formed of metal straps mounted within the channels of the cross bars 27, 29 and 28 and formed with eyes within the channels 17, 21, and 19,

through which eyes the hinge bolts pass loosely. Thus the supplemental sections 23, 24 are pivotally connected to outer margins of the main sections 10, 11 respectively, the three-hinges 31, 32, 33 on each side being in longitudinal'alinement and parallel or substantiallyparallel with the line of draft of the machine.

Wing` sections 35, 36 areV provided, one outside. of and pirvotallyV connected to each of detachably the supplemental sections 23, 24. Each wing` section is provided with a single angle iron blade 37 extending from front: to rear end thereof and inclined preferably to a greater extent than the inclination of the blades of the main and supplemental drag sections. The wing sections 35, 36 also are of considerably greater width at their forward than al their rear ends, the front ends of the blades 37 being connected to outer ends of forward cross bars 38, which cross bars are extended inwardly a considerable distance from said blades and pivotally connected by hinges 39 to outer ends of the cross bars 27 of the adjacent supplemental sections. Short rear cross bars 40 cross and are fixed to and pro` ject slightly in both directions beyond rear ends of the blades 37 and are pivotally connected to outer ends of the cross bars 28 of the supplemental drag sections by hinges 41. An intermediate cross bar 42 is fixed to and projects inwardly from the blade 37 and .is pivotally connected to the'outer end of a cross bar 29 of a supplemental section by a hinge 43. A flat inclined brace 44 is fixed to the inner end of the forward cross bar, crosses and is fixed to the inner portion of the intermediate cross bar 42 and the rear portion of the blade 37, and .is connected at its rea-r end to the outer end of the short rear cross bar 40.

Eyes 45 are fixed to outer end portions of the front cross bars 17 of the main sections and clevises 46 engage said eyes and are rcmovabl7 secured to end portions of a draft beam 47. Other clevises 48 are secured to thedraft beam 47, conjunctively with the clevises 46 but on the forward side of said beam, and any suitable draft means may be attached to said clevises 48 for advancing the device.

In Figs. 1 and 2 I have shown incansto facilitate folding of the outer sections of the. device upon the main sections at times, either for transportation, for crossing of bridges, or to permit the passage of traiiic. A derrick 49 is formed of channel iron bent at its center, arranged in upright position transversely of the device, and having end por tions of its legs secured pivotally to outer marginal portions of the ina-in drag sections 10, 11. A brace rod 50 is pivotally connected at oneY end to the top of the derrick bar 49 and extends forwardly and downwardly and has its lower end pivotally connected to one of the main drag sections adjacent the n1cdian line of the device. A winch 51 is carried by each leg of the derr'ick bar 49 at a suitable altitude and ay cable 52 is provided therefor and passes over a pnlley block 53 secured to the outer margin of another drag section, such as a wing section 35 or 36. The cable 52 then passes over a fixed pulley block 54 carried by the upper part of the derrick, and backV to attachment to the first pulley block. It is to be understood, however, that any other suitable arrangement of block and tackle devices may be provided. A ratchet 55 is iixed to the winch 51 and is adapted to be engaged by a pawl 56 pivoted to the derrick bar. This de vice may be employed to facilitate folding of the outer sections inwardly and upon the inner sections as desired.

The main drag sections 10, 11 arehinged together by hinges 57, connecting* adjacent ends of the respective front cross bars 17, and 58, connecting adjacent ends of the respective rear cross bars 19.

It is to be understood that some of the sections, as for instance the supplemental sections 23, 24:, may be disconnected and the device used without them at times if desired.

In use the drag constructed as lshown and described is employed particularly where it is desired to treat the entire width of the roadway at a single operation, as may be done where traiiic is slight. The device is moved along with the main drag sections 10, 11 traveling on opposite sides of the center of the roadway and making the crown thereof, and the supplemental sections outside of said main sections and supplementing them in treating the main road surface, while the wing sections ma travel on and treat the berm, the blades 3 of said wing sections, with their greater inclination, cutting grass and weeds and oomminuting them and passing them to the center ofthe roadway. The hinging of the sections on longitudinal lines permits the drag to conform to the transverse contour of the roadway, as well as the folding of the outer sections inwardly upon the others when it is desired to permit passage of traffic or to iransport the device over bridges and the ike.

Attention is called to the arrangement of the inclined blades of the main drag sections, the outermost of said blades being of less length than the intermediate and not extending outside of the outlines of the sections of which they are part; and the coacting arrangement of the innermost inclined blades of the supplemental drag seetions, arranged in a similar manner, so that said main and supplemental sections may be hinged on lines parallel or substantially parallel with the line of draft.

I claim as my invention- 1. A drag section, comprising front and rear cross bars, inclined blades spaced apart, some of said blades being connected at their forward ends to said front cross bar and some connected at their rear endsto the rear cross bar, some of the blades extending from front to rear of the section and being connected to both of said cross bars, the outermost of the inclined blades being of less length than the intermediate blades and `not extended `appreciably beyond right lines connecting end portions of the front and rear cross bars, one of the intermediate blades being i. shorter than the others but longer than the outermost blades, and spaced intermediate cross `bars crossing and connected to intermediate portions of the longer blades and each connected at one end to anend portion of one of theshort blades, oneof said intermediate cross bars also being connected at one end to an end portion of the shorter of the intermediate blades.

2. A drag section, comprising front and rear cross bars, inclined blades spaced apart, some of said blades being connected at their forward ends to said front cross bar and some connected at their rear ends to the rear cross bar, the outermost of said blades being of less length than the intermediate blades and not extended appreciably beyond right lines connecting end portions of the front and rear cross bars, intermediate cross bars crossing and connected to intermediate portions of the intermediate blades and connected to end portions of the short outer blades, and a brace inclined in the opposite direction to the inclination of said blades and crossing and connected to said blades.

3. In a road drag having a main drag section and draft means attached thereto, thecombination with said main drag section of a supplementary drag section comprising front, intermediate and rear cross bars adapted to be hingedly secured at their inner ends tosaid main drag section, said cross bars being of progressively increasing length, a scraper blade arranged at oblique angles to said cross bars and secured thereto near their outer ends, and a second scraper blade substantially parallel with the first and of shorter length, the latter scraper blade being attached to and near the inner ends of the intermediate and rear cross bars.

4. A drag section, comprising front and rear cross bars, blades spaced apart and arranged obliquely relative to said cross bars and to the line of draft, some of said blades being of greater length than the others and connected to both the front and rear cross bars, the shorter of `said blades being arranged at marginal portions of the drag section and connected to only one of said cross bars, an intermediate cross bar connected to intermediate portions of the longer of said blades and to end portions of the shorter of said blades, and a brace obliquely arranged and connected to said front and rear cross bars and crossing and connected to said blades.

5. In a drag, separate drag sections each formed with front and rear cross bars and inclined blades connected thereto, and hinge connections between the respective cross bars of said drag sections, the blades of both sections being inclined in the same direction and the blades on adjacent sides of each of said sections being foreshortened and 0pposed to each otherv and together` extending from front to rear of the device When the seotions'are hinged together, each section alsorloeing provided With an intermediate cross bar Connected to its longer blades and connected to and snpporting the shortened end of its shorter blade, the hinge connections between the sections being substanl0 tially parallel with the line of draft.

Signed at Pooahontas, in the county of' Pocahontas and State of Iowa7 this fifth day Vof March, 1918.

JOHN L. PASCAL.

Y Copies'of thisr'ptent may be ebtaned for five cents each, by addressing the Commissioner of Patents` Y Washiugton,D.C. 

